Control apparatus



March 23, 1948. 'R. T. WHITNEY CONTROL APPARATUS Filed Dec. 19, 1945 mm mww m IN VEN TOR. Ralph Tvmzm ATTORNEY Patented Mar. 23,, 1948 2,438,427 CONTROL APPARATUS Ralph :1. Whitney, Irwin, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application December 19, 1945, Serial No. 636,011

Claims. 1

reverse gear or timing of a reversible engine to provide for operation of the engine in one direction, and adapted to be operated by fluid under pressure supplied to act on the opposite side to condition said gear to provide for operation of said engine in the reverse direction. An operators control device is operative to selectively provide fluid pressure on either the one side or on the opposite side of the power piston. The structure further embodies means for delaying the supply of fluid under pressure to actuate the power piston for a certain period of time, such as six seconds, after-operation of the operators control device to provide such fluid, and the purpose of this delay is to insure the stopping of the engine from operation in one direction before permitting operation of the power piston to reverse the engines reverse gear or timing to provide for operation of the engine in the opposite direction.

This delay in supplying fluid to act on the power piston is effective under all conditions of engine control, even when the operator desires to start the engine from an already stopped condition. With the engine stopped the delay is not necessary, however, and in fact may be objectionable in that it delays engine starting.

The principal object of the present invention is the provision of means for automatically rendering the delay means above described ineffective upon starting the engine from an already stopped condition.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawing; Fig. l is a diagrammatic view of a control apparatus embodying the invention; and Fig. 2 is a side elevational view of a portion of said apparatus as applied for controlling the starting, stopping, reversing and speed of a reversible Diesel engine.

Description Referring first to Fig, 2 in the drawing. The referencenumeral I indicates a portion of a reversible Diesel engine which is arranged to be connected through suitable couplingmeans 2 to a drive shaft 3, said engine filng operable to turn said shaft in either one direction or in the opposite direction according to the direction of operation of the engine. The reference numeral 4 designates a brake for the drive shaft 3 and thereby the engine. The numeral 5 indicates a brake cylinder device adapted to be operated by fluid under pressure supplied through a pipe 6 to actuate the brake 4 for braking the shaft 3 and the engine I, and adapted to operate upon release of fluid under pressure from said pipe to release said brake. The numeral 1 indicates a startin air pipe through which compressed starting air is adapted to be supplied to certain or all of the cylinders of the engine in order to effect starting of the engine in the direction determined by the timing or condition of the engine valve gear. The supply of starting air to pipe I is arranged to be controlled by a starting air valve device 8 which is adjustable by a lever 9. With lever 9 in the position in which it is shown in the drawing the supply of starting air to the starting air pipe I will be'cut off, while upon movement of said lever to a position such as indicated by a dot and dash line H) starting air will be admitted to pipe I and thereby to the engine.

Movement of lever 9 to its different positions may be controlled by a starting control motor II which is operative upon supply of fluid under pressure to a pipe l2 to move the control lever 9 to the position indicated by the dot and dash line in and which is operative upon release of fluid under pressure from said pipe to return the lever 9 to the position in which it is shown in the drawing.

The reference numeral l3 indicates a speed governor of any conventional type arranged to be driven by and to operate at a speed proportional to that of the engine I for limiting the fuel supply to and thereby the speed of the engine in accordance with the adjustment of a governor con trol lever M. This lever may have an engine idling position in which it is shown in the drawing and may be adjusted to any position between said idling position and a maximum speed position such as indicated by a dot and dash line IE to thereby provide for any degree of speed or power output of the engine.

The adjustment of the speed control lever l4 may be controlled by a speed control motor l6 which is operable upon supply of fluid under pressure to a speed control pipe I! to adjust said lever out of the idling position to a position corresponding to the pressure of such fluid. A certain maximum pressure of fluid in control pipe ll' will cause operation of the motor l6 to move the speed control lever I4 to a maximum speed position indicated by the dot and dash line l5, while opening said pipe to atmosphere will cause operation of said motor to move the speed control lever l4 to idling position inwhich it is shown in the drawing.

The reference numeral l8 indicates a fuel cutoflZ device which is arranged to cut off the supply of fuel to the engine, in any conventional manner, to allow stopping of the engine. Operation of the fuel cut-off device may be controlled by a lever l9 having a fuel cut-.ofl position in which it is shown in the drawing and a fuel supply position indicated by a dot and dash line 20. The lever I9 is connected to a fuel cut-ofl-motor 2! which is arranged to be controlled by pressure of fluid in pipe '6 and which is operable upon supply of fluid under pressure to said pipe to move lever l9 to its fuel cut-ofl position and which is operable upon release of fluid under pressure from said pipe to effect movement of said lever to its fuel supply position.

The engine I is provided with a rockable shaft 22 for effecting, in any conventional manner, th v reversing of the engine's valve gear or timing to provide for starting and operation of the engine in either one direction or in the reverse direction. A gear 23 is secured to shaft 22 for turning same.

The structure so far described for controlling the operation of engine I is arranged to be controlled by a maneuvering control device 26 mounted on the engine and said maneuvering control device is arranged to be controlled by an operators control valve device 21.

The maneuvering control device 26 comprises a bracket 29 upon which is removably mounted a fluid reversing motor 36 for actuating the reversing shaft 22, and also comprises a timing or interlock valve device 3! for controlling the operation of said motor and for also controlling the operation of the starting motor II, the fuel cut-off motor 2| and the brake cylinder device 5.

The reversing motor 36 comprises a cylinder containing a double acting piston 33 at one side of which is a pressure chamber 34. The piston 33 is provided with a rod 35 projecting from the opposite side through a pressure chamber 36 and a pressure head 31 closing one end of said cylinder, to the exterior of said head. Exteriorly of the pressure head 3! the rod 35 is provided on positions, namely, an astem'position in which it is shown in the drawing and which it defined by contact between said piston and the closed end of the cylinder, for conditioning the engine reversing shaft 22 to provide for operation of th engine in an astern direction, nd a second position which is defined by contact between said piston and the pressure head 31 to condition the reversing shaft 22 to provide for operation of the engine in the opposite or an ahead direction. Movement of piston 33 to its astern position is adapted to be effected by fluid under pressure supplied to chamber 36 by way of a passage 39 when chamber 34 is open to atmosphere through a passage 46, while movement of said piston to the ahead position defined by contact with the pressure head 31 is adapted to be ob passage 40 to chamber 34 when fluid pressure is.

released from chamber 36 by way of passage 39.

The supply and release of fluid under pressure to and from passages 33 and 40 is controlled by astem and ahead pilot valve devices 42 and 43, respectively, which constitute a part of the timing or interlock valve device 3|. The timing or interlock valve device 3| further comprises a starting control valvedevice 44 for controlling the supply and release of fluid under pressure to and from the starting control motor II, and also comprises a fuel andbrake .control valve device 45 for controlling the supply and release of fluid under pressure to and from pipe 6 and thereby the brake cylinder device 5 and fuel cutoff motor 2|.

The astern pilot valve device 42 comprises a fluid pressure supply valve 41 contained in a chamber 48 which is adapted to be constantly supplied with fluid under pressure from anysuitable source by way of a passage 49, a chamber 56 and apassage 5|. The valve 41 has a fluted stem 52 extending through a bore in a partition wall separating chamber 48 from a chamber 53 and is arranged to cooperate with a seat encircling said bore for controlling communication between said chambers. Chamber 53 is connected to passage 39 leading to chamber 36 below 7 the power piston 33. In chamber 53 the supply valve stem 52 engages a release valve 54 arranged to seat on the end of a movable plunger 55. The release valve has a fluted stem 56 extending into a bore in plunger 55, which bore is in constant communication with atmosphere through ports 51 in the plunger, 9. port 58 in a sleeve 59 secured in the casing, a chamber 60, a passage 6i, 2. chamber 62 and a vent port 63. A spring 64' contained in'plunger 55 is connected through a pin 65 to the release valve stem 56 for urging said valve out of seating contact with the end of said plunger. A spring 66 having greater precompressed force than spring 64 is provided in chamber 48 and acts ing limited by contact between said diaphragm and a stop 1!. When diaphragm 68 is subjected in chamber 69 to fluid at a pressure sufiicient to overcome spring Ill, said diaphragm will deflect against the opposing force of said spring as will be apparent. Upon movement of diaphragm 63 against spring 10, the plunger 55 will initially move relative to the release valve 54, due to the fact that the pressure of spring 66 exceeds that of spring 64. movement plunger 55 will engage the release valve 54 for closing communication between chamber 53 and chamber 60, and further movement of diaphragm 68 will then act through said valve to unseat the fluid pressure supply valve 41. Conversely, upon release of fluid under pressure from chamber 69 and movement of diaphragm 68 and plunger 55 by spring 10 back to the position defined by stop II, the fluid pressure supply valve 41 will be seated by spring 66 ahead of opening of the release valve 54 by spring 64.

The pressure chamber 63 above diaphragm 63 After a certain degree of such is connected through a passage 12 and a choke 13 to a passage 14 which is connected to an astern control pipe 15 leading to the operator's control valve device 21.

The ahead pilot valve device 43 is structurally identical to the astern pilot valve device 4'2 Just described, and briefly comprises a supply valve I6, a release valve 11, a plunger 18 having a seat for said release valve, a follower 19 engaging one side of a flexible diaphragm 80, a, control spring 8! acting through said follower on said diaphragm in opposition to pressure of fluid in a chamber 82, a spring 83 for closing the supply valve 16, and a spring 84 for unseatlng the release valve 11 from the end of plunger 18. The supply valve 16 is contained in the fluid pressure supply chamber 48, while the release valve "is containeddn a chamber 85 which is connected to passage 40 leading to chamber 34 at the upper side of the reversing piston 33. Chamber 82 above diaphragm 80 is connected through a passage 86, a choke 81 and a passage 88 to an ahead control pipe 83 leading to the operator's control valve device 21.

The starting control valve device 44 is structurally identical to the astern and ahead control valve devices 42 and 43 and, briefly described,

comprises a fluid pressure supply valve 95, a release valve 96, a plunger 91, a flexible diaphragm 98, a spring 90 acting on said diaphragm in opposition to pressure of fluid in a control chamber I00, a spring IOI for. seating the supply valve 95 and a spring I02 for opening the release valve 96. The supply valve 95 is contained in a chamber I03 which is connected by a passage I04 to a starting control pipeI05 leading to the operators control valve device 21. The release valve 96 is contained in a chamber I06 which is connected by a passage I01 to pipe I2 leading to the starting control motor II. The diaphragm chamber I is connected through a passage I08 and a choke I09 to a control passage I I0.

The control passage I I0 leads to the side outlet of a double check valve device I I2 which comprises two check valves H3 and H4 contained in chambers H and H6, respectively. These check valves are connected together for movement in unison by a stem II1 which loosely extends through a bore provided in a Wall II8 separating chambers H5 and H6. At the opposite ends of this bore, the wall H8 is provided with seats for contact with the valves H3 and H4, respectively, said valves being spaced apart by stem I I1 a distance exceeding that between said seats whereby when either valve is seated the other will be unseated. The bore through the wall H8 containing stem H1 is connected by one or more radial bores I I9 to passage I I0.

Chamber I I6 containing check valve I I4 is open through a passage I20 containing a choke I2I to chamber 36 below the power or reversing piston 33, when said piston is in contact with the closed end of the cylinder. Upon movement of piston 33 out of contact with the closed end of the cylinder in the direction of pressure head 31 the passage I 20 is first disconnected from chamber 36 and then opened past said piston to pressurechamber 34.

The chamber II5 containing check valve H3 is connected by a passage I22 containing a choke I23 to pressure chamber 36, when the piston 33 in the astern position in which it is shown in the drawing, and said passage is adapted to be opened to chamber 34 upon movement of said piston into contact with the pressure head 31.

' 6 The fuel and brake control valve device 46 is structurally identical to the asternand ahead control valve devices 42 and 43 and to the starting control valve device 44 and, briefly described, comprises a valve I30, a second valve I3I, a plunger I32 having a seat for valve I3I, a flexible diaphragm I33, a spring I34 acting on one side of said diaphragm in opposition to pressure of fluid in a chamber I35 at the opposite side, a spring I38 acting to close the valve I30 and a spring I31 acting to open the valve I3I. The valve I3I is contained in a chamber I38 which is connected through a passage I39 to pipe 6 leading to the brake cylinder device 5 and fuel cut-01f motor 2I and is arranged to control flow of fluid under pressure from chamber 50 to chamber I38. The valve I30 is contained in chamber 62 which is open to atmosphere through the vent port 63 and is provided to control communication between said chamber and chamber I38.

The pressure chamber I35 above diaphragm I33 is connected to a passage I40 leading to the side outlet of a double check valve I4I which is subject on its opposite ends to pressure of fluid from chambers 53 and 85 in the astern and ahead pilot valve devices 42 and 43 by way of passages I42 and I43, respectively. Upon supply of fluid under pressure to passage I42 the double check valve I4l will be moved by such pressure to a position the reverse of that in which it is shown in the drawing for opening communication between said passage and passage I40 while closin communication between passages I40 and I43. Upon supply of fluid under pressure to passage I43 the double check valve I4I will be moved by such pressure to the position in which it is shown in the drawing for opening communication between passages I43 and I40 and for closing communication between passages I40 and I42,

The diaphragm chamber I35 in the fuel and brake control device 45 is also connected through a communication including two serially arranged check. valves Hi l to passage I08 leading to pressure chamber l00 above diaphragm 98 in the starting control valve device 24, said check valves being arranged to prevent flow of fluid under pressure from chamber i35 to passage I08 but to permit flow in the opposite direction.

The operators control valve device Zl is provided for controlling through pipes 15, B9, and I05 the supply of fluid under pressure to and its release from diaphragm chambers 69, 82 and I00 in the astern and ahead pilot valve devices 42 and 43 and in the starting control valve device 44, respectively, and for also controlling through pipe I1 supply and release of fluid under pressure to and from the speed control motor I6. The operators control valve device, therefore, comprises valvemeans (not shown) for controlling the pressure of fluid in the pipes just mentioned and a lever I45 for Controlling the operation of said valve means.

The lever I45 extends through a guide slot I46 and has a Stop position intermediate the ends of said slot. 'At one side of Stop position, indicated in the drawing by the legend Ahead, the lever I45 has a Run 8: idle position which is located substantially midway between Stop position and the end of said slot where said lever has a Full speed position. Adjacent the Run 8: idle position the slot I46 opens to a side slot I41 to allow movement of lever I45 to a Start position. At the opposite side of Stop position, indicated by the legend Astem, the lever I45 has oppositely arranged"Run is idle" and "Full speed" positions, and adiacent said "Run & idle" position a "Start" position in a side slot I45.

In Stop" position of lever I45 the valve means (not shown) controlled by said lever are operable pipe I1 open to atmosphere; while upon movement of said lever into the side slot I41 fluid under pressure is adapted to be additionally supplied to the starting control pipe I05. In the Run 82 idle position of lever I45 at the opposite or astern side of "Stop position, fluid under pressure is adapted to be supplied to the astern control pipe 15, while the ahead control pipe 59, the starting pipe I05 and the speed control pipe I1 will be open to atmosphere, while upon movement of said lever into'slot I48 fluid under pressure will additionally be supplied to the starting control pipe I05.

When the lever I45 is in either of the Run 8: idle positions the speed control pipe I1 is adapted to be open to atmosphere as above described, for rendering the speed control motor I5 eifective to move the governor control lever I d to the idle position in which it is shown in the drawing, while upon movementof the operator's lever I45 to either of the Full speed positions fluid at a maximum degree of pressure is adapted to be provided through pipe ii to the speed control motor it for operating said motor to move the governor control lever It to the maximum speed position indicated by the dot and dash line I5, to thereby provide for operation of the engine at maximum speed. Any desired degree of speed or output of the engine, between idle and maximum, may be obtained by suitable adjustment of the operators control lever I55 between either Run 8: idle position and the adjacent Full speed position.

The control apparatus as so far described is substantially identical to corresponding parts of the control apparatus fully disclosed and described in the copending application hereinbefore referred to, in view of which, a more detailed disclosure and description of such parts is not considered essential in the present application to a clear understanding of the invention.

According to the invention I provide two like but separate valve devices I and ISI for opening fluid pressure supply communications around chokes 13 and 81 to chambers 50 and 52, respectively, said communications having greater flow capacity than said chokes so as to eliminate the delay eilect of said chokes in starting the engine from an already stopped condition, as will be more fully described hereinafter.

The valve device I50 comprises a casing having a chamber I52 which is connected by a pipe I53 to passage 18 leading to the astern control pipe 15. The chamber I52 contains a poppet valve I50 having a stem I58 extending through an opening in a wall I separating said chamber from a chamber I55 which is open through a pipe I51 to passage 12 leading to' diaphragm chamber 59. It should be noted that pipe I51 is connected to passage 12 at one side of choke 13 while pipe I53 is connected to passage 14 at the opposite side of said choke, the valve I54 thus controlling a communication between said passages by-passins said choke and said communication has a greater flow capacity than said choke. The valve stem I58 extends from wall I55 through chamber I58 and the outer end wall of said chamber to the exterior of the casin The portion of stem I58 extending through the wall I55 is fluted to allow flow or fluid under pressure between, chambers I55 and I52 when the, valve I54 is out of engagement with a seat provided on said wall, but the portion of said stem beyond this fluted portion is cylindrical to minimize leakage of fluid under pressure from chamber I55 through the outer end wall of the latter chamber to atmosphere. A spring I59 in chamber I52 acts on the valve I54 for urging it to its closed position.

The valve device I 5I is identical in structure to the valve'device I50 and briefly described, comprises a valve I50arranged to contro1 communication between a chamber I5! and a chamber I62. A spring I53 in chamber I5I acts on valve I50 for urging it to its closed position in which it is shown in the drawing. The valve I50 has a stem I55 projecting to beyond the exterior of the casing. Chamber I5I is connected by a pipe I55 to passage 88 at one side of the choke 81, while chamber I52 is connected by a, pipe I56 to passage at the opposite side of said choke, the communication through these pipes controlled by valve I50 having greater flow capacity than said choke so that when said valve is open said choke will be rendered ineflective.

The two valve devices I50 and I5I are arranged with their stems I58 and I54, respectively, in spaced parallel relation. A lever I51 fulcrumed intermediate its ends on a fixed pin I58 has one arm arranged to engage the end of the valve stem I58 for opening valve I55, and another arm arranged to engage stem I54 of valve I50 for opening the latter valve. The lever I51 also has a third arm connected at its end to a rod I59 projecting from a piston I10 contained in a cylinder I'II. At one side of piston I10 is a chamber I12 which is open to pipe I53, and at the opposite side is a chamber I13 which is open to pipe I55.

When pressure of fluid in chamber I12 sufficiently exceeds that in chamber I53, in operation to be later described, the piston I10 will move to the position in which it is shown in the drawing for thereby operating lever I51 to open valve I55 in the valve device I50 and to allow closing of valve I50 in the valve device I5! by spring I53. On the other hand, when pressure of fluid in chamber I13 exceeds that in chamber I12 to a sufiicient degree the piston I10 will move to the opposite end of cylinder I" to actuate lever I51 to open valve I60 in the valve device I5I and to permit closing of valve I55 in the valve device I50 by spring I59.

One end of a tensioned cOil spring I15 is connected to the connection between lever I 58 and the piston rod I59, while its other end is anchored on a fixed pin I15. One purpose of this spring is to maintain the valve I54 open by holding lever I51 and piston I10 in the position in which they are shown in the drawing when chambers I12 and I13 at opposite sides of said piston are open to atmosphere, and to also maintain the valve I50 open when the lever I 51 is in its opposite position defined by contact between piston I10 and the left hand end of its cylinder I1 I, when said chambers are open to atmosphere, as will be later brought out. Another reason for' the spring I 15 is to prevent rocking of lever I51 from the position in which it is shown in the drawing to its opposite position, or vice versa, by a diflerential between pressures of fluid in chambers I12 and I 13 acting on the piston I10 of less than a certain degree, as will also be brought out later.

In pipe I53 there is disposed a check valve I80 arranged to permit flow of fluid under pressure through said pipe in the direction to piston chamber I12 but to prevent flow in the opposite direction. A passage or pipe I8I by-passing the check valve I80 is provided to permit flow oi fluid under pressure from chamber I12 and a choke I82 in this pipe is provided to restrict such flow for delaying release of fluid under pressure from said chamber for reasons which will be later described. A similar check valve I83 is disposed in pipe I85 and a communication I84 by-passing said check valve and including a choke I85 is provided for restricting release of fluid under pressure from piston chamber I13, said check valve being arranged to permit a relatively rapid flow of fluid in the direction to said chamber but to prevent flow in the opposite direction.

A volume reservoirIBIi may be connected by a.

pipe I81 to the cylinder I1I, the connection to said cylinder being so arranged that said pipe will be open to chamber I12 when piston I10 is at the right hand end of said cylinder, as shown in the drawing, and open to chamber I13 when said piston is at the opposite end of said cylinder. A check valve I88 in pipe I81 is arranged to permit flow of fluid under pressure from reservoir I85 through pipe I81 in the direction to the cylinder I1I but to prevent flow in the opposite direction. A communication I89 by-passing the check valve I88 and containing a choke I90 is provided to permit flow of fluid under pressure at a relatively slow rate in the direction from cylinder I1I to the volume reservoir I86.

Operation In operation, let it be initially assumed that the operators control level I45 is in "Stop position causing operation of the control valve device 21 to open the astern and ahead pipes 15 and 89, respectively, to atmosphere, and also opening the starting control pipe I and the speed control pipe I1 to atmosphere. Chambers 69 and 82 in the astern and ahead pilot valve devices 42 and 43 will thus be open to atmosphere so that the parts of said devices will be in the position in which they are shown in the drawing with the release valves 54 and 11 opened. Chamber 30 above the reversing piston 33 will therefore be open to atmosphere through passage 40 and past valve 11, while chamber 38 below said piston will also be opened to atmosphere through passage 39 and past valve 54. The reversing piston 33 will therefore be in a static condition, and let it be assumed that it is in the position in which it is shown in the drawing for conditioning the engine's valve gear for operation of the engine in the astern direction.

With diaphragm chamber 69 and 82 in the astern and ahead pilot valve devices 42 and 43 open to atmosphere, chamber I35 in the fuel and brake control valve device 45 will also be open to atmosphere past either one end or the other of the double check valve MI and thence through either passage I42 or I43 and past the release valve 54 or 11, respectively. The parts of the fuel and brake control valve device 45 will therefore be positioned as shown in the drawing with valve I3I open, so that fluid under pressure supplied through passage 49 to chamber 50 will flow past said valve to chamber I38 and thence through passage I39 and pipe 8 to the brake cylinder device 5 and to the fuel cut-oil motor 2|. The brake cylinder device 5 will therefore be operated to cause the brake 4 to brake the crank shaft 3 and the engine, while the fuel cut-oil motor 2I will be operated to hold lever. I9 in its fuel cut-ofl position, in which it is shown in the drawing, for cutting oil the supply of fuel to the engine.

With diaphragm chamber I35 in the fuel and brake control device 45 open to atmosphere as just described, fluid under pressure will also be vented from diaphragm chamber I00 in the starting control valve device 44 by way of the check valves I44, chamber I35 and passage I40, so that the parts of the starting control valve device 44 will be positioned as shown in the drawing with the release valve 98 opened. With valve 96 open, chamber I08, passage I01, and thereby pipe I2 and the starting control motor II will be open to atmosphere so that lever 9 of the starting air valve device 8 will be in the cut-oil position in which it is shown in the drawing. since chambers I12 and I13 in the cylinder "I are open, respectively. through pipes I53 and I to theastern and ahead control pipes 15 and 89 which are open to atmosphere as above mentioned, said piston chambers will also be open to atmosphere and let it be assumed that'thepiston I10 is occupying the position in which it is shown in the drawing in which the valve I54 will be open and the valve I50 will be closed.

This position of piston I10 is that which it will assume when the engine is operating in the astern direction and in which it will remain upon stopping the engine from such operation, as will be apparent from the description to follow.

Assuming that the engine was stopped from operation in the astern direction, the reversing piston 33 will also occupy the position in which it is shown in the drawing. With the engine stopped and the various parts of the control apparatus positioned as just described, let it be assumed that the operator desires to restart the engine in the last direction of operation, that is, in the astern direction in the present instant.

- In order to start and operate the engine in the reverse or astern direction, the operator will move the control lever I45 from Stop position to the Astern" Start position in slot I48. This operation of lever 45 will efiect a supply of fluid under pressure to the starting control pipe I05 and to the astern control pipe 15 while maintaining the ahead control pipe 88 and the speed control pipe I1 open to atmosphere.

Fluid under pressure thus supplied to the starting control pipe I05 will flow to chamber I03 in the starting control valve device 44 where for the present it will stop, since the supply valve is closed. Fluid under pressure supplied to the astern control pipe 15 will however flow through passage 14 and pipe I 53 to piston chamber I12 in the cylinder Ill and since chamber I13 at the opposite side of piston I10 is at this time open to atmosphere through the ahead pipe 89, the pressure of fluid in chamber I12 will maintain the piston I10 in the position in which it is shown in the drawing for thereby holding the valve I54 open.

Fluid under pressure supplied through the astern control pipe 15 and passage 14' to pipe I53 as just described will also flow to the valve device I50 and thence past the open valve I54 and pipe I51 and passage 12 to diaphragm chamber 89 in t e astern pilot valve device 42. When a sumcient pressure of fluid is then obtained in chamber 69 to overcome the opposing force of spring I on diaphragm 68, said diaphragm will deflect in a downward direction and move plunger 55 into contact with the release valve 54 and then move said valve to open the'supply valve 41. Fluid under pressure will then flow from chamber 48 past the supply valve 41 to chamber 53 and thence through passage 39 to chamber 36 below the reversing piston 33 to act on said piston for urging it to its astern position in which it is shown in the drawing, and whlchit already occupies, due to the engine having been stopped from previous operations in an astern direction.

Fluid under pressure supplied past the supply valve 41 to chamber 53 in the astern pilot valve device will also flow through passage I42 to the lower end of the double check valve I4I, the upper face of which at this time is open to atmosphere through passage I43 and past the open release valve 71 in the ahead pilot valve device 43. The pressure of fluid provided through passage I4 2 and acting on the lower face of the double check valve I M will therefore shift said valve to "its upper position for opening communication between said passage and passage I40 to permit now of fluid under pressure from passage, I42 to passage I40 and thence to chamber I35 above diaphragm I33 in the fuel and brake valve device 45.

When sufficient pressure is thus obtained in chamber I35 to overcome the opposing force of spring I34 on diaphragm I33, said diaphragm will deflect in a downward direction and shift the plunger I32 first into contact with valve I3I for closing oil the supply of fluid under pressure from chamber 50 to chamber I 38. Further deflection of diaphragm I35 will then act through valve I3I to open valve I30, whereupon fluid under pressure will be released from chamber I38 to chamber 62 and thence to atmosphere through port 63. Upon this release of fluid under pressure from chamber I38, fluid will also be released from passage I39 and pipe 6 and thus from the brake cylinder device 5 and from the fuel cut-off motor 2!. The brake cylinder device 5 will then operate to release brake 4 on shaft 3, while the fuel cut-off motor 2| will operate to move lever I9 of the fuel cut-ofi valve device I8 to the position indicated by the dot and dash line 20 for admitting fuel to the engine.

At substantially the same time that the brake 4 on shaft 3 is released and the fuel cut-off valve device I8 is operated to admit fuel for running the engine, the fluid under pressure supplied to chamber 36 below the reversing piston 33 will flow through passage I22 to chamber II5 for acting on the check valve II3 to maintain said check valve seated, and fluid under pressure will also flow from chamber 36 through passage I20 to chamber II6 containing the unseated check valve I I4. This condition of the two check valves H3 and H4 is the same as during last operation of the engine and will not change upon simultaneous supply of fluid under pressure to the two force of spring 98 on diaphragm 98, said diaphragm will deflect downwardly to move plunger 91 into engagement with the release valve 96 and then shift said release valve to open the supply valve 95. Upon opening of valve fluid under pressure supplied to chamber I03 through the starting control pipe I05 With-.the operators control lever in the Astern start position in recess I48, will flow past said valve to chamber I06 and thence through passage I01 and pipe I2 to the starting control motor II and actuate said motor to move the starting air valve lever to the starting position indicated by the dot and dash line I8, whereupon starting air from any conventional source Will be supplied to the starting air pipe I for supply to the engine cylinders forv starting the engine to turn in the astern direction, as determined by the position of the reversing piston 33.

As soon as the engine starts to turn under the influence of starting air provided through pipe I, the fuel supplied to the engine by operation of the cut-off valve device I8 will fire and cause the engine to run on fuel. After the engine fires and is running on fuel the operator will then move the control lever I45 out of the Astern Start position in recess I48 to the Astern, Run 8; idle position and the engine will then continue to run on fuel at an idling speed. This movement of lever I45 to the Astern, Run & idle position will however cut off the supply of fluid under pressure to and will release fluid under pressure from the starting control pipe I05, and since said pipe is open past valve 95 in the starting control valve device 44 to the starting air motor II, fluid under pressure will be released from said motor to permit operation of said motor to effect operation of the starting air valve device 8 to cut off the supply of starting air to the engine.

To now increase the speed of the engine operating in the astern direction, the operator may adjust lever I45 between the Run & idle position and the Full speed position at the Astern side of Stop position, for supplying through pipe I! to the governor control motor I6 fluid at a pressure required to cause operation of the engine at any speed he may select.

When the operator desires to stop the engine from operation in the astern direction he will move the control lever I45 to Stop" position for releasing fluid under pressure from the astern control pipe I5 and thus from diaphragm chamber 69 in the astern pilot valve device 42,,this release of fluid under pressure from chamber 69 occurring at a relatively rapid rate past the open valve I54. When the pressure in diaphragm chamber 69 is sufficiently reduced, spring I0 will return the diaphragm 68 and plunger 55. to the positions in which they are shown in the drawing, permitting closure of the supply valve 41 by spring 66 and opening of the release valve 54 by spring 64. Upon opening release valve 54 fluid under pressure. will be released from chamber 53 and the connected chamber 36 below the reversing piston 33 and also from diaphragm chamber I35 in the fuel and brake control valve device 45 by way of passage I40, past the double check valve MI and through passage I42. When the pressure in chamber I35 is thus sufficiently reduced spring I34 will return the diaphragm I53 and plunger I32 to the positions in which they are shown in the drawing to permit closure of valve I30 by spring I36 and opening of valve I3I by spring I3'I. Upon opening of valve I3I fluid under pressure will be supplied from passage 49 and 13 chamber 50 to chamber I38 and thence through pipe 6 to the brake cylinder device 5 and to the fuel cut-oi! motor 2|. The brake cylinder device 5 will thereby be operated to actuate brake 4 to stop the drive shaft 3 and the engine I, while the fuel cut-oirmotor 2| will operate to move lever I9 of the fuel cut-01f device I8 to the fuel cut-off position in which it is shown in the drawing for cutting off supply of fuel to the engine so that the engine may be stopped by brake 4.

When fluid under pressure is released from diaphragm chamber I35 in the fuel and brake control valve device 45, fluid under pressure will also be released from diaphragm chamber I in the starting control valve device 44 by way of the communication including the two check valves I44 and thence through diaphragm chamber I35, so that the parts of the starting control valve device will be returned to the position in which they are shown in the drawing and in which position the supply valve 95 will be closed and the release valve 96 is opened.

From the above description it is desired to particularly note that when the engine is stopped, in which case both the ahead and astem pipes 89 and 15 are open to atmosphere, and then restarted in the astern direction the supply of fluid under pressure from the astern pipe 15 to diaphragm chamber 69 in the astern valve device 42 occurs past the open valve I54, and that in stopping the engine from operation in the astern direction the release of fluid under pressure from said chamber also occurs past the open valve I54, the communication controlled by said valve by-passing the choke 13 and rendering it ineffective during such operation. It will also be noted that when the engine is stopped from operation in the astem direction the fluid under pressure is released from chamber I12 at the left hand side of piston I10 along with the release of fluid under pressure from the astern control pipe 15.

Now let it be'assumed that with the engine at rest and with the reversing piston 33 in the position in which it is shown in the drawing conditioning the engine for operation in the astem direction, and with piston I10 also in the posi tion in which it is shown in the drawing, the engineer desires to start and operate the engine in the ahead direction. To accomplish this, the operator will move lever I45 to the Ahead" Start position in the side slot I41 for supply ing fluid under pressure to the ahead control pipe 80 and to the starting pipe I05, while maintaining the astern pipe 15 and speed control pipe I1 both open to atmosphere.

The fluid pressure supplied to pipe I will flow to chamber I03 in the starting control valve device 44 but valve 95 in said device will be closed at this time, as previously mentioned. The fluid pressure supplied to the ahead control pipe 89 will flow through passage 88 to pipe I65 and thence through check valve I83 to chamber I13 at the right hand side of piston I10. Chamber I12 at the left hand side of piston I is at this time open to atmosphere through the vented astern pipe 15, so that as soon as suflicient pressure is obtained in chamber I13, the piston I10 will move from the position in which it is shown in the drawing to its left hand position and thereby actuate lever I61 to open valve I50 and permit closing of valve I54 by spring I50. The valve I60 will thus promptly open in response to movement of the operator's control lever I45 to the Ahead Start position whereupon fluid 14 under pressure in pipe I05 will flow past said valve to pipe I08 and thence through passage 88 to diaphragm chamber 32 in the ahead pilot valve device 43. When sufilcient pressure is then obtained in chamber 82 to overcome the opposing force of spring 3I on diaphragm 80, said diaphragm'will deflect in a downward direction and move plunger 10 into seating engagement with valve 11 and then actuate said valve to open the fluid pressure supply valve 10.

Fluid under pressure from chamber 48 will then flow past the open supply valve 10 to chamber 35 and thence through passage 40 to chamber 34 above the reversing piston 33. Chamber 36 below the reversing piston is at this time open to atmosphere through passage 30 and past the open release valve 54 in the astem pilot valve device 42, so that when sufllcient pressure of fluid is obtained in chamber 34 on the reversing'piston 33 said piston will start moving in the direction of the pressure head 31.

As the'piston 33 is thus moved toward the pressure head 31 it will first close communication between chamber 36 below the piston and passage I20 and then after a slight further movement will open said passage to chamber 34 above the piston which is being supplied with fluid, under pressure. Fluid under pressure from chamber 34 will then flow through passage I20 to chamber II6 containing the check valve II4. Chamber H5 containing check valve H3 is at this time open to atmosphere by way of chamber 36 below the reversing piston 33, as a result of which,

, pressure of fluid in chamber II 6 acting on check valve II4 will move said check valves toward the left hand and seat the check valve 4 and unfor operation of the engine in the ahead direction, the passage I22 will be opened past said piston to chamber 34 which is supplied with fluid under pressure. Fluid under pressure will then flow from chamber 34 through passage I22 to chamber H5 and thence past the open check valve H3 to passage H0 and thence through choke I09 and passage I03 to diaphragm chamber I00 in the starting control valve device 44. When a sufflcient pressure offluid is thus obtained in chamber I00 to overcome the opposing force of spring 03 on diaphragm 98 said diaphragm will deflect in a downward direction and move plunger 91 into engagement with release valve 56 and then act through said valve to open the supply valve 95. When the supply valve 95 is opened fluid supplied through pipe I05 to chamber I 03 with the operators control valve device in the Ahead Start position, will flow past said valve to chamber 806 and thence through passage H01 and pipe I2 to the starting air motor I I and operate said motorto actuate the starting air valve device 8 to supply starting air to pipe 1 and thence to the engine cylinders. The engine will then start to turn in the new or ahead direction, as determined by the position of the reversing piston 33 in contact with pressure head 31.

At the same time as the reversing piston 33 is operated to reverse the engines valve gear or timing to provide for ahead operation of the engine as just described, fluid under' pressure supplied to chamber in the ahead pilot valve device 43 will also flow through passage I43 to valve device 42, as a result of which, the pressure of fluid provided in passage I43 will shift said check valve to its lower position for opening communication between said passage and passage I40. Fluid under pressure will then flow from passage I43 to passage I40 and thence to chamber I35 in the fuel and brake control device45 and when this pressure becomes suflicient to overcome the opposing force of spring I34 on diaphragm I33, said diaphragm will deflect ina I downward direction and move plunger I32 into contactwith valve I32 for cutting off the supply ber I33, and then act through said valve to open valve I30. When valve I30 is opened fluid under pressure will be vented from the brake cylinder device 5 and from the fuel cut-05: motor 2I to thereby release the brake 4 and effect operation of fluid under pressure from chamber 50 to chain of the fuel cut-off valve device to supply fuel to the engine.

When the engine starts turning under the influence of starting air supplied through pipe I andfuel is supplied to the engine as above described, the engine will flre and run on fuel in the ahead direction as determined by the reversing piston 33 being in contact with the pressure head 31.

After the engine is started in the ahead direction and is running on fuel asjust described, the operatorwill move the control lever I45 out of the slot I41 to Run and idle position at the Ahead side 01: Stop position for releasing fluid under pressure from the starting control pipe I05 and thereby from the starting air motor II to cause operation of the starting air valve device 8 to cut off the supply of starting air to pipe I. The engine will then continue to run on fuel and by proper adjustment of the operators control lever I45 between the Ahead, "Run and idle position and the Ahead Full speed position any desired degree of engine speed may be obtained.

When the operator desires to stop the engine from operation in the ahead direction, he will move lever I45 to Stop position to release fluid under pressure from the speed control pipe I! to permit the engine speed to reduce to idling, and to also release fluid under .pressure from the ahead control pipe 89 and thereby from chamber 82 in the ahead pilot valve device 43, the release of fluid under pressure from chamber 82 occurring past the open valve I60 and thence through said which condition both the ahead and astern pipes 89 and I5 will be open to atmosphere, and the engine is then started in the ahead direction, the piston I10 promptly operates in response to movement of the operators control lever I45 to the Astern start" position to effect opening of valve I60 so that fluid at the reqirired pressure may be promptly obtained in diaphragm chamber 82 of the ahead valve device 43 for effecting operation of said device, and in stopping the engine from operation in the ahead direction, fluid under pressure is released from said chamber past the open valve I03, it being noted that choke I30 is open.

81 is thus rendered ineffective when the valve With the engine stopped from operation in the ahead direction if the'operator desires to start the engine in the astern direction he will move lever I45 to the Astern Start position in slot I48 for thereby supplying fluid under pressure to the astern pipe I5 and to the starting pipe I05 while maintaining the ahead pipe 09 and speed control pipe I1 open to,atmosphere.

At this instant piston I'I0 will be at the left hand end of cylinder I", however, fluid-under, pressure supplied to the astern pipe -15 will promptly flow through passage I4 pipe. I53 and check valve I80 to chamber H2 at the left hand face of said piston and move said piston to the right hand end of cylinder I I0 for thereby opening valve I54 and permitting closure of valve I60 by v spring I63. This opening of-valve I54 will then permit fluid under pressure toflow from pipe I53 to pipe I51 and thence to diaphragm chamber 69 in the astern valve device 42. The astern valve device 42 will then operate to supply fluid under pressure to chamber 36 below the-reversing piston 33, and with chamber'34 above said piston open to atmosphere through the ahead valve device 43, the piston 33 will be moved from its ahead .position in contact with pressure head 31 back to its astern position in which it is shown in the drawing. 1

This operation of the astern valve device 02 in response to fluid under pressure supplied to chamber 69.wi1l also effect byway of the double pipe. The aheadpilot valve device 43 will then operate to release fluid under pressure from chamber I35 in the fuel and brake control valve device 45 by way of the double check valve II to permit operation of the latter device to cause operation of the fuel cut-ofi motor 2| to actuate the fuel cut-off valve device I8 to cut-off the supply of fuel to the engine and to also cause operation of brake 4'to stop the engine as will be apparent from the above description. This operation of the ahead pilot valve device 43 will also open chamber 34 above the reversing piston 33 to atmosphere for releasing fluid under pressure therefrom, but the reversing piston will remain in contact with the pressure head 31 in its ahead position at this time.

From the above description it is desired to particularly note that when the engine is stopped from operation in the astern direction, under check valve I4I operation of the fuel and brake control device 45 to-release the brake 4 on the engine and to cause operation of the fuel cut-off motor ZI to supply fuel to the engine, while as soon as the reversing piston 33 obtains its astern position in which it is shown in the drawing, the starting control valve device 44 will be operated by fluid under pressure supplied from chamber 36' through the double check-valve II2 to effect starting of the engine in the astern direction, in the same manner as hereinbefore described, and in view of which a more detailed description at this point is not necessary.

After the engine is started in the astern direction the operator will move lever 45 out of the Astern start position in slot I48 to the adiabefore it was stopped the valve I54 being opened v by fluid under pressure from the asternpipe 15 in piston chamber I12 insures prompt operation of the astern valve device 42 in response to movement of the operator's control lever I45.

to the Astern start position in slot I48, and the valve I being opened by fluid under pressure in piston chamber I13 from the ahead pipe 89 upon movement of the operators control lever to the "Ahead start position in slot I41 insures the engine from stop in the ahead direction.

The purpose of choke 13 is to delay operation of the astern valve device 42 for a sufficient period of time to permit stopping of the engine from operation in the ahead direction when the operator desires. to reverse the direction of engine operation from ahead to astern in as short a time as possible, and the choke 81 functions in a similar manner and for the same purpose in reversing the engine from operation in the astern direction to operation in the ahead direction in as short a time as possible, as will now be more fully described.

Let it be assumed that the engine is operating in the ahead direction and that the operator's control lever I45 is in a position between Run 8: idle and Full speed" position at the Ahead side of Stop position atwhich time the ahead control pipe 89 and thereby pipe I65 and pressure chamber I13 at the right hand side of piston I10 will be charged with fluid under pressure,

while chamber I12 at the opposite side of said piston will be open to atmosphere through the astern pipe 15. As a result, piston I10 will be at the left hand end of its cylinder opening valve I60. With the ahead pipe 89 charged with fluid under pressure diaphragm chamber 82 in the ahead valve device 43 will also be charged with fluid under pressure and the release valve 11 in said device will be closed and the supply valve 16 open. Diaphragm chamber 69 in the astern valve device will be open to atmosphere through the vented astern pipe 55, and diaphragm chamber I35 in the fuel and brake control device 45 will be charged with fluid under pressure causing operation of the latter device to release, brake 4 and to permit supply of fuel to the engine, and chamber I00 in the starting control valve device 44 will also be charged with fluid under pressure from chamber 34 above the reversing piston, the reversing piston 33 being at this time in its ahead position in contact with pressure head 31. With the engine thus operating in the ahead direction, if the operator desires to reverse the engine to operation in the reverse direction in as short time as possible, he will move lever I45 from whatever position it may be occupying at the Ahead side of Stop position directly to the opposite side of Stop" position and into the side slot I48 to the Astern Start position.

This movement of the operator's control lever I45 to the Astern Start position will release fluid under pressure from pipe l1 and thereby from the speed control motor I6 to permit movement of the governor control lever I4 to its engine idling position in which it is shown in the drawing, and will also release fluid underpressure from the ahead control pipe 89 and at the same time supply fluid under pressure to the astern control pipe 15.and to the starting control pipe I05.

Upon this release of fluid under pressure from the ahead control pipe 89. fluid under pressure will be promptly released from diaphragm chaming of the release valve lflfby spring 84, so as to release fluid under pressurefrom chamber 34 above the reversing piston .33. for at the same time releasing by way of the double check valve I4I fluid under pressure from chamber I35 above diaphragm I33 in the fuel and brake control valve device 45. The fuel and brake con- '-trol valve device will then operate to supply fluid under pressure from chamber 50 to chamber I38 and thence through pipe 3 to the brake cylinder device 5 and fuel cut-off motor 2| for applying the brake 4 to shaft 3 and for actuating the fuel cut-off valve device l8 to cut oil. the supply of fuel to the engine. With the supply of fuel to the engine cut off and brake 4 applied to shaft 3 said brake will cause deceleration and eventual stopping of the engine. I I

When fluid under pressure is released from diaphragm chamber I35 in the fuel and brake interlock valve device 45 as just described, fluid under pressure will also be released from diaphragm chamber I00 in the starting control valve device 45 by way of the check valves I44 to chamber I35, so as to permit operation of the starting control valve device to effect closure ofvalve 95 with the operators control lever in the Astern start position supplying fluid under pressure to the starting control pipe I05. This closing of valve 95 will prevent flow of fluid from chamber I03. to the starting control motor I I at this time.

When lever I45 is moved to the opposite side of "Stop position to the Astern start" position for releasing fluid under pressure from the ahead pipe 89 and at the same time supplying fluid under pressure to the astern control pipe 15 as above described, piston chamber I13 bein open tothe ahead pipe fluid under pressure will also be released from said chamber, but such release will be at a restricted rate as controlled by choke I in order to retain fluid at at least a chosen pressure in said chamber for a certain interval of time after said movement of the operator's control lever. At the same time as fluid under pressure is thus being released from chamber I13 at a restricted rate, fluid under pressure from the astern pipe 15 will flow through pipe I53 and check valve I80 to chamber I12 at the opposite side of said piston, but the pressure of fluid retained in chamber I13 at this time due to the restricting effect of choke I85, plus the pressure of spring I15 opposing movement of lever I61, will prevent the piston I10 moving from its left hand position to its right hand position by pressure of fluid in chamber I12 until after the expiration of an interval of time, such as six seconds, whereby the valve I54 will remain seated for this interval of time.

At the same time as ahead valve device 43 is operated to release fluid under pressure from the reversing piston chamber 34 and to effect operation of the fuel and brake interlock valve device 45 to cut off the supply of fuel to the engine and to apply brake 4 in order to stop the engine, as above mentioned, fluid under pressure supplied to the astern pipe 15 will flow through choke 13 to diaphragm chamber 83 in the astern valve device 42. The flow capacity of choke 13 is so related to the volume of diaphragm chamber 69 as to prevent sumcient pressure being obtained therein to deflect diaphragm 88 against spring 18 for a period of time, such as six seconds, suincientto permit stopping of the engine by brake 4, and the pressure of fluid retained in chamber I13 by choke I85 plus the pressure of spring I15 prevents movement of piston I18 by pressure of fluid in chamber I12 for at least this same period of time as above mentioned, so as to thereby maintain valve I54 closed for rendering choke 13 effective to control operation of the astern valve device 42 under this condition of operation. After the astern valve device 42 operates in response to a sufflcient pressure of fluid being obtained in chamber 58 by way of choke 13 the pressure of fluid in chamber I13 will have become reduced sufllciently through choke I85 to permit piston I18 to move to its right hand position to open valve I54 but it will be noted that this opening of said valve will be without effect since the astern valve device 42 is previously operated.

The operation of the astern valve device 42 as just described will eflect a supply of fluid under pressure to chamber 35 below the reversing piston 33 to cause movement thereof to its astern position in which it is shown in the drawing, and fluid under pressure will also flow to thefuel and brake interlock valve device 45 for effecting operation thereof to release brake 4 and to supply fuel to the engine. After the reversing piston 33 obtains its astern position the starting valve device 44 will operate to supply starting air to the engine to cause starting thereof. After the engine is started and is running on fuel the operator will move his control lever I45 out of slot I48 and then by suitable adjustment between the Run 8: Idle? and Full speed" positions at the Astern" side of Stop" position. he may cause operation of the engine at any desired degree of speed oroutput, as will be clear from above description. Now assuming that the engine is operating in the astern direction and the operator desires to reverse the direction of operation to ahead in as short a time as possible, he will move lever I45 from the Astern side of Stop position to the opposite side into the starting slot I41 for thereby releasing fluid under pressure from the astern pipe 15 and for at the same time supplying fluid under pressure to the ahead pipe 88.

In response to this venting of fluid under pressure from the. astern pipe 15 fluid under pressure will be released from chamber 68' in the astern.

pilot valve device 42 by way of the open valve I 54 and said device will operate to release fluid under pressure from the reversing piston chamber 36- and from chamber I35 in the fuel and brake cone trol valve device 45 to effect operation thereof to cut off the supply of fuel to the engine and to apply brake 4 for stopping the engine. Also, when fluid under pressure is released from the astern pipe 15 fluid lmder pressure will be released from piston chamber I12 by way of said pipe, but the rate of such release will be restricted by choke I82. Atthe same time as fluid under pressure is being released from piston chamber I12 fluid under pressure will be supplied from the ahead pipe 88 through passage 88', pipe 1 I65 and check valve I83 to chamber I13 at the op-. posite side of said piston. The choke I82 will,

however, maintain suflicient pressure chamber I12, which acting in conjunction with spring I15, will prevent movement of piston I18 to its left hand position by pressure of fluid in chamber I13 for a period of time to permit the pressure of fluid in chamber 82 in the ahead valve device 43 to increase by flow through choke 81 to a degree suiflcient for operating said device, which period of time equals that required for stopping of the engine by brake 4. At the expiration of this period of time the pressure of fluid in chamber I12 will have become reduced I through choke I82 to a suflicient degree to permit piston I18 to be moved to its left hand posi tion by pressure of fluid in chamber I13 for opening valve I 88. It will be noted however that this openin of valve I68 does not occur until after operation of the ahead valve device 43 by fluid Y under pressure obtained in chamber 82 through choke 81, so that such opening has no efiect upon operation of the ahead valvedevice 43 under this condition of control.

When the ahead pilot valve device 43 is operated by pressure of fluid in chamber 82 fluid under pressure will be supplied to the reversing piston chamber 34 for effecting movement of the reversing piston to its ahead position in contact with pressure head 31 and fluid supplied by said device will also flow through the double check valve device I4I to the fuel and brake interlock valve device 45 for effecting operation thereof to release brake 4 on the engine and to supply of fuel to the engine. After the reversing piston then obtains its ahead position the starting valve device 44 will operate to cause starting of the engine and by movement of the operator's control lever out of slot I41 and suitable adjustment between the Run& idle and Full speed positions at the Ahead side of Stop" position the sufflcient for =brake 4 to bring the engine to a stop from operation in the ahead direction when the operator actuates lever I45 to reverse the direction of engine operation from the ahead direction to the astern direction in the shortest time possible, while choke I85 acting in conjunction with piston I18 as controlled by opposing pressures of fluid in chambers I12 and I13 aided by force of spring I15 acts to maintain valve I54 closed during this period of time inorder that choke 13 may be effective. At the expiration of this period of time the valve I54 will open, however, in order to open a communica tion of greater flow capacity than choke 13 for dissipating fluid under pressure from diaphragm chamber 68 in the astern pilot valve device 42 when subsequently the operator desires to stop or to reverse the direction of operation of the.

engine. The choke 81 functions in a like manner when the operator reverses the direction of 21 chamber 82 in the ahead pilot valve device 43 when subsequently the operator desires to stop the engine or to reverse the engine operation from ahead to astern in as short a time as possible.

In order that the chokes I85 and -I82 may be of relatively large flow capacity so as to reduce to a minimum the possibility of clogging, the volume reservoir I86 is employed and is connected through pipe I81 to chamber I12 [when piston I10 is in the position in which it is shown in the drawing, and to chamber I13 when said piston is in its left hand position. When the engine is operating in either direction the volume reservoir I86 will be charged with fluid under pressure through choke I 90 from whichever chamber I12 or I13 said volume is connected to. The choke ISO is provided for restricting out flow of fluid under pressure ber I12 or chamber I13, as the case may be, to the volume reservoir I88, but flow of fluid under pressure from said volume in the opposite direction to said chamber may be at a relatively rapid rate by way of the check valve I88 which is disposed in the communication by-passing said choke.

In reversing the engine from operation in one direction to operation in the opposite direction the fluid under pressure in reservoir I86 will flow back through the check valve I88 to either chamber I12 or I13, from whichever one of said chambers fluid under pressure is being vented, and therein act in cooperation with the respective choke M or use to maintain the pressure of fluid in said chamber at a sufficient degree for preventing operation of piston ill! by the opposing pressure of fluid in the other chamber for the chosen period of time above mentioned. The instant the piston H0 is moved however by pressure of fluid in either one of the chambers H2 or H3 upon the pressure of fluid in the other chamber becoming sumciently reduced, the vol-' ume reservoir i88 will be connected to the one of said chambers being supplied with fluid under pressure so that fluid under pressure will then flow to said reservoir ltd for recharging same. The choke B90 is effective at this time to so restrict the flow of fluid under pressure from chamber Hit or I13, as the case may be, as to maintain a sufilcient pressure of iluid in said chamber to prevent reverse movement of piston are by the reducing pressure of fluid in the other chamber.

Summary versing the direction of engine operation from astern to ahead to prevent operation of the reversing piston to reverse the engine valve gear or timing to provide for ahead operation of the engine for a period of time sufficient to insure stopping of the engine, but said choke is rendered ineffective by opening of valve Hill when starting the engine from stop in the ahead direction, regardless of the direction operated.

in which the engine last from either cham- It is desired to point out that the terms "Ahead and Astem as employed in the drawings and in .connection with the description of the invention and in the appended claims are to be considered as synonymous with, respectively, forward and reverse, or one and opposite, etc.

Having now described the invention, what I claim as new and desire to secure by Letters Patent, is:

l.-A control apparatus comprising a reversin means having an ahead position and an astern position, operator's control means movable to a first position, a second position, and a third position, astern means for effecting movement of said reversing means to said astern position in response to movement of said operator's control means to said second position, ahead means for effecting movement of said'reversing means to said ahead position in response to movement of said operator's control means to said first position, delay means for delaying operation of said astern means for a chosen interval of time after movement of said operators control means from said first position to said second position and for delaying operation of said ahead means for a chosen interval of time after movement of said operator's control means from said second position to said first position, and means for automatically rendering said delay means inefiective upon movement of said operators control means from said third position to either said first position or to said second position.

2. A control apparatus comprising a reversing means having an ahead position and an astern position, operators control means movable to a first position, a second position, and a third position, astern means for effecting movement of said reversing means to said astern position in response to movement of said operator's control means to said second position, ahead means for effecting movement of said reversing means to said ahead position in response to movement of said operators control means to said first posttion, delaymeans tor delaying operation of said astern means for a chosen interval of time after movement of said operator's control means from said first position to said second position and for delaying operation of said ahead means for a chosen interval of time after movement of said operator's control means from said second position to said first position, and means conditionable by said oper'ators control means in said third position for rendering said delay means ineffective upon movement of said operators control means to either said first position or to said second' position from said third position.

3. A control apparatus for a reversible engine comprising ahead control means for conditioning said engine for operation in one direction, astern control means for conditioning said engine for operation in the opposite direction, an operator's control means having an ahead position for effecting operation of said ahead control means and having an astern position for effecting operation of said astern control means, ahead delay means for delaying response of-said ahead control means to movement of said operators control means to saidahead position, astern delay means for delaying response of said astern control means to movement 01' said operators control means to said astern position, said operators control means also having a stop position, and interlock means for rendering said ahead and astern delay means ineffective upon movement of said operators control means from said stop posiahead position.

4. A control apparatus comprising an ahead pipe, an astern pipe, a reversing piston movable to an ahead position upon supply of fluid under pressure to said ahead pipe when fluid under,

pressure is released from said astem pipe and movable to an astem position upon supply of fluid under pressure to said astem pipe when fluid under pressure is released from said ahead pipe, an operator's control valve device having one position for .supplying fluid under pressure to said ahead pipe and for releasing fluid under pressure from said astem pipe and having a second position for supplying fluid under pressure to said astem pipe and for releasing fluid under pressure from said ahead pipe and having a third position {or releasing fluid under pressure from both of said pipes, a first delay means for delaying movement of said reversing piston for aninterval or tim after supply of fluid under pressure to said ahead pipe, a second delay means for delaying movement of said reversing piston for an interval'of time after supply of fluid 1 under pressure to said astem pipe, and interlock means conditionable by said operator's control valve device in said one position for rendering said first delay means eiiective upon movement of said operator's control device from said one position to said second position and conditionable by said operator's contro device in said second position for rendering said second delay means efiective upon movement of said operator's control device from said second position to said first position, and conditionable by said operators control device in said third position to render said first and second delay means ineifective upon movement of said operators control device to either said first or second position from said third position.

, 5. A control apparatus comprising reversing means having an ahead control chamber and an astem control chamber, an ahead pipe for con veying fluid under pressure to and from said ahead chamber, an astern control pipe for conveying fluid under pressure to and from said astem chamber, an operators control device having an ahead position for supplying fluid under pressure to'said ahead pipe and for releasing fluid under pressure from said astern pipe, an astern position for supplying fluid under pressure to said astern pipe and for releasing fluid under pressure from said ahead pipe, and having a third position for releasing fluid under pressure from both of said pipes, ahead and astern delay means for restricting flow of fluid under pressure from said ahead and astem pipes to respectively said ahead and astern control chambers, and means operable by pressure of fluid supplied to either one of said pipes when veying fluid under pressure. to and from said astern chamber, an operators control device having an ahead position for supplying fluid under pressure to said -ahead pipe and for releasing fluid under pressure from said astern pipe, an astern position for supplying fluid under pressure to said astern pipe and for releasing fluid under pressure from said ahead pipe, and having a third position for releasing fluid under pressure from both of said pipes, ahead and astem delay means for restricting flow of fluid under pressure from said ahead and astern pipes to respectively said ahead and astern control chambers, and a movable power member subject to opposing pressures of fluid in a first control chamber connected to said ahead pipe and in a second control chamber connected to said astem pipe, means operable by said power member when the pressure in said first control chamber exceeds that in said second control chamber to open a communication from said astern pipe to said astern control chamber of greater flow capacity than said astem delay means, and operable by said power member when the pressure in said second control chamber exceeds that in said first control chamber to open a communication from said ahead pipe to said ahead control chamber of greater flow capacity than said ahead delay means, means for restricting release of fluid under pressure from said first and second control chambers to, respectively, said ahead and astern pipes, and means for providing a more rapid rate of flow of fluid under pressure from said ahead and astern pipes to respectively said first and second control chambers.

7. A control apparatus comprising reversing means having an ahead control chamber and an astern control chamber, an ahead pipe for conveying fluid under pressure to and from said ahead chamber, an astern control pipe for conveying fluid under pressure to and from said astern chamber, an operators control device having an ahead position for supplying fluid under pressure to said ahead pipe and for releasing fluid under pressure from said astem pipe, an astem position for supplying fluid under pressure to said astern pipe and for releasing fluid under pressin'e from said ahead pipe, and having a third position forreleasing fluid under pressure from both of said pipes, ahead choke means for restricting flow of fiuid under pressure to said ahead control chamber, an ahead by-pass valve for opening a communication around and of greater flow capacity than said ahead choke means, astem choke means for restricting flow of fluid under pressure to said astern control chamber, an astern by-passvalve for opening a communication around and of greater flow capacity than said astem choke means, a movable power member movable by the greater pressure of fluid in either a first control chamber open to said ahead pipe or in a second control chamber open to said astern pipe, means operable by said power member upon movement by pressure of fluid in said first control chamber for opening said astern by-pass valve and upon movement by pressure of, fluid in said second control chamber for opening said ahead bypass valve, means for closing said ahead bypass valve upon opening said astem by-pass valve and for closing said astem by-pass valve upon opening said ahead by-pass valve, and means for restricting release of fluid under pressure from said first and second control chambers but providing for supply of fluid under pressure at a more rapid rate to said first and second control chambers from the respectiv ahead and astern pipes.

8. A control apparatus comprising reversing means having an ahead control chamber and an astern control chamber, an ahead pipefor conveying fluid under pressure to and from said ahead chamber, an astern control pipe for conveying fluid under pressure to and from said astern chamber, an operator's control device having an ahead position for supplying fluid under pressure to said ahead pipe and for releasing fluid under pressure from said astern pipe, an astern position for supplying fluid under pressure to said astern pipe and for releasing fluid under pressure from said ahead pipe, and having a third position for releasing fluid under to respectively said ahead and astern control chambers, and means operable by fluid under pressure supplied to said ahead pipe when fluid under pressure is released from said astern pipe to render said ahead delay means ineffective, and operable by fluid under pressure supplied to said astern pipe when fluid under pressure is released from said ahead pipe to render said astem delay means inefiective, and operable by fluid under pressure supplied to either one of said pipes and simultaneous release of fluid under pressure from the other pipe to render ineffective the delay means for restricting flow of fluid under pressure from the pipe supplied with fluid under pressure to the respective one of said ahead or astem control chambers.

9. A control apparatus comprising reversing control means having an ahead control chamber and an astem control chamber and selectively operable by fluid at a chosen pressure in either one of said chambers, an ahead pipe for conveying fluid under pressure to and from said ahead control chamber, an astem pipe for conveying fluid under pressure to and from said astern control chamber, ahead choke means for restricting flow of fluid 'under pressure to said ahead chamber to delay for a chosen interval of time obtaining said chosen pressure of fluid therein, astem choke means for restricting flow of fluid under pressure to said aster-n chamber to delay for said chosen interval of time obtaining said chosenpressure of fluid therein, valve means for opening communications of greater flow capacity than and around said ahead and astern choke means for supplying and releasing fluid under pressure to and from said ahead and astern control chambers, a power member subject to opposing pressures of fluid in a first chamber connected to said ahead pipe and in a. second chamber connected to said astem pipe and operable by fluid under pressure in said first chamber when fluid under pressure is released from said second chamber to efiect operation of said valve means to render said ahead choke means ineffective, and operable by fluid under pressure in said second chamber when fluid under pressure is released from said first chamber to efiect operation of said valve means to render said astem choke means ineffective, restricting means for restricting release of fluid under pressure .rrom said first chamber to said ahead pipe for maintaining a suflicient pressure of fluid in said first chamber upon release of fluid under pressure from said ahead pipe and simultaneous supply of fluid under pressure to said astem pipe and said second chamber to prevent operation of said power member to actuate said valve means to open said communication around said astern choke means for a time interval equal at least to said chosen interval of time, other restricting means for restricting release of fluid under pressure from said second chamber to maintain a sufficient pressure of fluid in said second chamber upon release of fluid under pressure from said astern'pipe and simultaneous supply or fluid under pressure to said ahead pipe and to said first chamber to prevent operation of said power means to actuate said valve means to open said communication around said ahead choke means for a time interval equal at least to said chosen interval of time, means of greater flow capacity than and by-passing said restricting means for permitting flow of fluid under pressure to said first and second chambers from the respective pipe, and means selectively operable to supply fluid under pressure to either one of said pipes when fluid under pressure is released from the other pipe or to supply fluid under pressure to either one of said pipes and simultaneously release fluid under pressure from the other pipe.

10. A control apparatuscomprising reversing control means having an ahead control chamber and an astem control chamber and selectively operable by fluid at a chosen pressure in either one of said chambers, an ahead pipe for con-a veying fluid under pressure to and from said ahead control chamber, an astern pipe for conveying fluid under pressure to and from said astern control chamber, ahead choke means for restricting flow of fluid under pressure to said ahead chamber to delay for a chosen interval 01? time obtaining said chosen pressure of fluid therein, astem choke means for restricting flow of fluid under pressure to said astem chamber to delay for said chosen interval of time obtaining said chosen pressure of fluid therein, an ahead by-pass valve arranged in a communication by-passing and 01 greater flow capacity than said ahead choke means, an astem by-pass valve arranged in a communication by-passing and of greater flow capacity than said astern choke means, a piston subject to opposing pressure of fluid in a first chamber and in a second chamber and operable by pressure or fluid in said first chamber when it exceeds that in said second chamber to open said astem by-pass valve and operable by pressure of fluid in said second chamber when it exceeds that in said first chamber to open said ahead by-pass valve,

means connecting said first chamber to said to said second chamber to maintain sufficient,

pressure in said first chamber to prevent operation of said piston to open said astem by-pass valve for an interval of time at least equal to said chosen interval of time, means connecting 27 said second chamber to said astern pipe including another choke for restricting release of fluid under pressure from said second chamber, and

a one-way flow communication by-passing thelast named choke for permitting flow oi fluid under pressure to said second chamber at a rate exceeding the flow capactiy of said other choke, said other choke'being eflective upon release of fluid-under pressure from said astem pipe and simultaneous supply 01' jfluid under pressure to said ahead P pe to so restrict release of fluid under pressure from said second chamber to prevent operation of said piston by pressure 01' fluid in said first chamber to open said ahead by-- pass. valve for an interval of time equal at least to said chosen interval of time, a reservoir, a

pipe connected to said reservoir for conveying fluid under pressure to and from said reservoir,

. a check valve for permitting rapid flow of fluid under pressure from said reservoir through said pipe, and a communication by-passing said check valve and including a choke for restricting flow of fluid under pressure to said reservoir,

said piston being operable to open said pipe and, 

